Fluid pressure brake



Sept. 20, 1938. E. E. HEWITT FLUID PRESSURE BRAKE Filed June 2, 1937 2 Sheets-Sheet 1 INVENTOR ELLIS E. HEWITT BY A ATTORNEY Sept. 20, 1938. E. E. HEWITT 2,130,620

' FLUID PRESSURE BRAKE Filed-Jime 2, 1957 2 Sheets-Sheet 2 RELEASE RUNNING SLOW APP.

FAST APP INVENTOR ELLIS E. HEWITT ATTORN EY Patented Sept. 20, 1938 UNITED STATES FLUID PRESSURE BRAKE Ellis E. Hewitt, Edgewood, Pa., assignor to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Application June 2, 1937, Serial No. 145,977

19 Claims.

This invention relates to a fluid pressure brake equipment and more particularly to a locomotive brake equipment of the type shown in my U. S. Patent No. 2,009,841, issued July 30, 1935, and in U. S. Patent No. 2,045,159, issued June-23, 1936, to Charles H. McKinstry.

The brake equipments shown in the above identified patents employ a distributing valve having an application portion operative on an increase in fluid pressure to effect an application of the brakes. This distributing valve also has an equalizing portion subject to the opposing pressures of the fluid in the brake pipe and of the fluid in a pressure chamber, and operative on a reduction in brake pipe pressure to supply fluid under pressure from the pressure chamber to the application portion.

In the brake equipment shown in certain of the above identified patents, a delay valve is shown which is operative in one position to restrict the rate of flow of fluid to the application portion on an emergency application of the brakes to thereby restrict the rate of build up of brake cylinder pressure on thelocomotive. This feature is valuable where the locomotive is employed to haul long trains, and prevents too rapid build up of brake cylinder pressure on the locomotive, which might result in too rapid run-in of the slack in the train.

If, however, the locomotive is not being employed to haul a train, but is running light, and the delay valve is conditioned to restrict the rate of supply of fluid to the application portion of the distributing valve, the application of the brakes on the locomotive may be retarded too much, and prevent the engineer from stopping the locomotive as soon as necessary.

The engineers brake valve in the brake equipments shown in the above identified patents has an automatic portion, by means of which the brakes on the train hauled by the locomotive, as Well as the brakes on the locomotive, may be controlled. The engineers brake valve also'includes an independent portion which controls only the brakes on the locomotive.

The independent portion of the engineers brake valve operates in its application position to supply fluid under pressure to the application portion of the distributing valve through a communication controlled by the delay valve, and if the delay valve is in the delay position, in which brake valve will be retarded, and the application of the brakes on the locomotive by operation of the independent portion of the engineers brake valve will accordingly take place at a slow rate.

The independent portion of the engineers brake valve, in certain brake equipments of this type, is provided with a slow application position, in which fluidunder pressure is supplied at a slow rate to the communication leading to the application portion of the distributing valve. The independent portion of the engineers brake valve also has a fast application position, in which fluid under pressure is supplied to this communication at a rapid rate. If, however, the delay valve is in the delay position, it will not permit a rapid flow of fluid through this communication to .the application portion, even though fluid is supplied to this communication at a rapid rate.

It is an object of this invention to provide an improved locomotive brake equipment of the type described, and incorporating means .to effect a rapid application of the brakes on the locomotive by operation of the independent portion of the engineers brake valve, even though the delay valve has been conditioned to restrict the rate of application of the brakes on the locomotive.

A further object of the invention is to provide in a locomotive brake equipment of the type described which incorporates a delay valve subject to the pressure of the fluid in a chamber, and a control valve device for controlling the supply and release of fluid under pressure to and from said chamber, means controlled by the independent portion of the engineers brake valve for also controlling the pressure of the fluid in this chamber.

Another object of the invention is to'provide an improved locomotive brake equipment.

Other objects of the invention and features of novelty will be apparent from the following description taken in connection with the accompanying' drawings, in which Fig. 1 is a diagrammatic view, largely in section, of a locomotive brake equipment embodying my invention;

Fig. 2 is an enlarged sectional view taken substantially along the line 2-2 on Fig. 1; and

Fig. 3 is a diagram of the ports in the rotary valve of the independent portion of the engineers brake valve.

As shown in the drawings, the brake equipment comprises a distributing valve I, an engineers brake valve comprising an automatic portion 2 and an independent portion 3, a reducing valve device 5, a main reservoir 6, and a brake cylinder I.

The distributing valve I comprises an equalizing portion Ill, an application portion l I, a reduction chamber cut-off valve device I2, 2. release valve device I3, and a delay valve I5.

The distributing valve I, and the other portions of the apparatus employed in the system'shown in this application, with the exceptions which are hereinafter particularly pointed out, are substantially the same in construction and operation as the corresponding apparatus employed in the aforementioned patents, and only such portions of the apparatus are disclosed and described in this application, and only he portions of the operation of the equipment are described, which are essential to the understanding of the improvement provided by this invention.

The equalizing portion I9 of the distributing valve I comprises a piston 26 having at one side thereof a pistonchamber 22, which is connected by way of a passage and pipe 24' with the brake pipe 25", while the piston 29 has at the other side a valve chamber 28 containing a main slide valve 29; and an auxiliary slide valve 36 having movement relative to the main slide valve The main slide valvev 29 and the auxiliary slide valve 30 are operatedby the piston 29 through the medium of a stem 2! associated with the piston.

The valve chamber 28 is connected by way of a passage 33 with a chamber 35, which is in constant communication with a pressure I chamber 31 by way of a passage 36.

The application portion II of the distributing valve I comprises a piston 16 having at one side thereof a chamber 4| which is connected by way of a passage 42 with the delay valve device I5, andhaving at the other side thereof an application valve chamber 63 in which is mounted a brake cylinder exhaust slide valve s5 operated by means of a stem 41 formed integral with the piston 401 The valve chamber 43 is in constant communication with the brake cylinder 1 by way of a passage and pipe 56, while the slide valve 45 controls communication between the valve chamber 43 and an exhaust passage 52.

The applicationpiston 40 is adapted to control the operation of asupply valve device 55, which is yieldingly held in engagement with a seat rib 5'I surrounding a passage open to the valve chamber 43. The supply valve device 55is mounted in a chamber 59' which is constantly connected by Way (at a passage and pipe 60 with the main reservo1r The release valve device I3 is provided for the purpose of controlling the release of the locomotive brakes independently of the operation of the equalizing portion I I] of the distributing Valve device I, and, as shown, comprises a piston '62 mounted in a bore in a body associated with the distributing valve I. The piston 62 has at one side thereof a chamber 63, which is connected by way of an independent release passage and pipe 64' with a port in the seat of the rotary valve of the independent portion 3 of the engineers brake valve.

The piston 62 has at the other side thereof a chamber 66'which is connected to the atmosphere by way of a passage 61, while an annular gasket 'IIJis secured against the end wall of the bore in which the piston 62 is mounted, and is provided with a sealing rib which is adapted to be engaged by a face of the piston 62 to cut off communication-from the chamber 63 to the atmosphere by way of thepassage 61. A feed groove I3 is formed in the wall of the bore'in which the piston 62 is mounted, and in one position of the piston extends around the piston so as to establish communication between the chamber 63 and the chamber 66, and therefrom to the atmosphere by way of the passage 61.

The piston 62 has a stem I5 formed integral therewith and slidably mounted in a bore in the body of the valve portion, and. this stem has secured thereon a valve I6 carrying a sealing gasket adapted to engage a seat rib 'II surrounding the bore in which the stem I5 is mounted. The valve I6 is mounted in a chamber 19, while a coil spring is mounted in this chamber and yieldingly maintains the valve I6 in engagement With the seat rib TI.

The body of the release valve device I3 includes, in addition, a valve chamber 82 in which is mounted a valve 84, while a spring 86 is mounted in this chamber and yieldingly presses the valve 84 into engagement with a seat rib 88 surrounding a passage open to the chamber "I9.

The chamber I9 is constantly connected by way of the independent application passage and pipe 90 with a port in the seat of the rotary valve of the independent portion 3 of the engineers brake valve. The chamber 82 is constantly connected by way of a passage 92 with a port in the seat of the main slide valve 29 of the equalizing portion I0, and also with a port inthe seat of the slide valve of the delay valve I5.

The delay valve I5 comprises a body having a bore therein in which is mounted a piston 95 having at one side thereof a valve chamber 96. in which is mounted a slide valve 91 operated by a stem formed integral with the piston 95. The valve chamber 96 is constantly connected with the main reservoir 6 by way of a branchof the passage 60.

The piston 95 has at the other side thereof a chamber 98, which is constantly connected by way of a passage and pipe 99 to a passage in the independent portion 3 of the engineers brake valve, while a coil spring I00 is mounted in the chamber 98 and yieldingly urges the piston 95 to the position in which it is shown in the drawings, in which the piston engages a shoulder IIII formed on the body of the delay valve I5.

The delay valve I5 has associated therewith a passage having a choke I93 interposed therein,

and connecting the passage 92, leading from the equalizing portion III andthe release valve device I3, and the passage 42, leading to the chamber 4| at the face of the piston 40 ofthe application portion II.

The delay valve I5 also has associated therewith a valve chamber I05 which is constantly connected by way of a passage I 06 with the passage 92, while a check valve I0! is mounted in this chamber and is yieldingly pressed by a spring I08 into engagement with a seat rib I09 surrounding a chamber in which is mounted a ball check valve III], which engages a seat surrounding the end of a passage II2 leading from the passage 42', which is connected to the chamber II of the application portion I I.

The automatic portion 2 of the engineers brake valve is of the usual construction and comprises a, casing having a chamber II5 therein in which is mounted a rotary valve II! which is operated by means of a handle H8.

The independent portion 3 of the engineers brake valve comprises a casing section I29 having a chamber I22 therein in which is mounted a rotary valve I24. The chamber I2'2'is constantly supplied with fluid under pressure through a passage I by means of the reducing valve device 5.

The rotary valve I24 has associated therewith a shaft I21, to the upper end of which is secured a handle I for operating the rotary valve I24.

The casing section I20 has a valve chamber I32 formed therein and constantly connected by way of the passage and pipe 99 with the chamber 98 at the spring side of the piston 95 of the delay valve I5. A valve I34 is mounted in the chamber I32 and is yieldingly held by a coil spring I35in engagement with a seat rib surrounding a passage leading to a chamber I36 which is open to the atmosphere, as is clearly shown in Fig. 2 of the drawings.

The valve I34 is provided with afluted stem I38 which extends through the chamber I36 and is engaged at certain times, as will hereinafter more fully appear, by a cam element I40 secured on the shaft I21 for moving the valve I34 away from its seat against the spring I35.

The independent portion 3 of the engineers brake valve has associated therewith a control valve device indicated generally by the reference numeral I 44 for controlling the supplyof fluid under pressure to the chamber 98 at the spring side of the piston 95 of the delay valve I5, and for also controlling the release of fluid under pressure from this chamber. The control valve device 544 comprises a valve element I46 mounted in a bore in the body of the independent portion 3 and operated by means of a handle I41.

The bore in which the valve element I46 is mounted has a port therein which is connected by way of a passage I 48 with a branch of the passage 60 leading from the main reservoir 6, while the passage I48 has a choke I49 interposed therein to limit the supply of fluid under pressure from the main reservoir to the passage I48. The bore in which the valve element I46 is mounted also has a port I50 therein open to the passage 99, towhich is connected the pipe leading to the chamber 98 at the spring side of the piston 95.01? the delay valve I5, while the bore in which the valve I46 is mounted has another port therein which is connected to an atmospheric passage I5I.

When the valve element I46 is in the position in which it is shown in Fig. 1 of the drawings, which is its delay position, it establishes communication between the port to which is connected the passage I48, and the port I50 leading to the passage 99, with the result that fluid under pressure is supplied from the main reservoir 6 to the chamber 98 of the delay valve device I5. In this position of the valve element I46, communication is cut off between the port I50 and the port to which is connected the atmospheric passage I5I.

When the valve element I46 is turned substantially ninety degrees, or one-quarter of a revolution, from the delay position in which it is shown in Fig. 1 of the drawings, to the non-delay position in which the handle occupies a position indicated by the lower broken line in Fig. l of the drawings, the valve element I46 will out off communication from the passage I48 and the atmospheric passage I5I, and also between the passage I48 and the port I50 leading to the pipe 99, while the valve element I46 will establish communication between the port I50 and the atmospheric passage I5I, to thereby release fluid under pressure from the chamber 98 of the delay valve I5.

This is the non-delay position of the handle I41, and conditions the locomotive brake equipment. for operation when the locomotive is employed to handle short freight trains or is employed in passenger service.

The valve element I46 has an intermediate position which it occupies when the handle I41 is turned to the position indicated in Fig. 1 by the substantially horizontal broken line. When the valve element I46 is in this position, it cuts off communication between the port I50 and the passage I48, and also between the port I50 and the atmospheric passage I5I. The valve I46, therefore, neither permits fluid under pressure to be supplied to the delay valve I5 nor does it permit fluid under pressure to be released therefrom. This position of the valve element I46 is useful when the locomotive is provided with control equipment at each end, and conditions the delay valve I5 to be controlled by means of the control equipment at the opposite end of the locomotive.

Initial charging In charging the equipment, the handle I30 of the independent brake valve 3 is turned to the running position in which position a port I54 in the rotary valve I24 connects the independent release pipe 64 to an atmospheric passage I55, and in which a port I51- in the rotary valve I24 connects the independent application pipe and passage 90 with a passage I58 leading to a port in the seat of the rotary valve II1 of the automatic portion 2 of the engineers brake valve.

Also in initially charging the equipment, the handle II8 of the automatic portion 2 of the engineers brake valve is turned first to the release position, and, after a period of time has elapsed, it is then turned to the running position in which a port I59 in the rotary valve II1 establishes connection between the passage I58 and an atmospheric passage I60.

When the rotary valve II1 of the automatic portion 2 of the engineers brake valve device is in the release position, fluid at main reservoir pressure flows by way of a pipe I62 to the brake pipe 25, and thence by way of the branch pipe and passage 24 to the chamber 22 at the face of the piston 20 of the equalizing portion I0 of the distributing valve device I.

On an increase in the pressure of the fluid in the chamber 22, the piston 20 is moved to the release position in which communication is opened through a feed groove I64 so that fluid under pressure flows around the piston 20 to the valve chamber 28, and therefrom by way of the passage 33 to the chamber 35, and thence by brake valve is turned from the release position to the running position, in which fluid is supplied to the brake pipe at the pressure supplied by a feedvalve device associated with the engineers brake valve, and which operates to supply fluid under pressure at the pressure normally maintained in the brake pipe.

Fluid under pressure from the main reservoir 6 flows by way of the pipe and passage to the chamber 96 of the delay valve device I5, and charges this chamber to the pressure maintained in the main reservoir 6.

At this time, assuming that the handle I41 of the control valve device I44 is in the delay poof the distributing valve 4, and the pistonis sition, which-is the position, in which it. isshown in Fig; l of the drawings, so that. the valve'elerment I46 cuts off communication between: the port I50 and the atmosphericport lit, and per.- mits communication. between the passage I48 and the port I50, fluid under pressure supplied from the main reservoir 6: will flow through the choke I49 to the passage I48, and thence through the port 150 to the passage and pipe 99; leading to the chamber 98 at the spring'side of the piston 95 of the delay valve I5, and-charges thischamber with fluid at the pressure maintained in the main reservoir 6.- As the chambers at the opposite sides of the piston 95' are charged with fluid under pressure .at mainreservoir pressure, the piston 95 will be heldby the spring I00 in engagement with the shoulder IUI.

In this position of the piston 95, the slide valve 91 is held in a position in which a cavity I 65 therein does not establish: communication between the passage 92 and the passage" 42', and in which a cavity I66. therein establishes communication between the passage 42 and a passage I67 leading to an application chamber I69. This is the delay position of' the piston and slide valve of the delay valve l5.

Operation on an automatic emergencyv applicatime of the brakes If at this time it is desiredto effect an automatic.emergency application of the brakes, the

handle H8 of the automatic portion 2" of the engineer's brake valveis turned to-the emergency position. The rotary valve H7 will operate in 1 this position to cut oh the supply of fluid under pressure by the feed valve deviceto the brake pipe 25, while fluid under pressure-will be vent ed from the brake pipe at an emergency rate, as explained in detail in the patents referred to above.

On this sudden emergency reduction in brake pipe pressure; there is a rapid reduction in the pressure of the fluid in the chamber 22 at the faceof the piston 26 of the-equalizing portion I0 moved. tothe emergency position andmoves the main slide-valve 29 "CO a-position in which a cavity H2 therein establishes communication between the passage 33 and the passage 92 so that fluid under pressure flows from the pressure chamber 3? to the passage 92'.

As the slide valve 9-1 of the delay valve I 5* is in the delay position at this time, fluid under pressure supplied to the passage 92 cannot flow through the cavity- I65 to the-passage 42 leading to the application portion it. However; fluid under pressure flows from the passage 92' at a restricted rate through the choke H13; and thence to the passage H2, a branch of which is-connected to the passage 42-; leading to thechamber M of the application portion H, whilein this position of the slide valve 915 the cavity I 66- connects the passage 42 with the passage l61 leading to the application chamber I69: As a result, therefore, there will be a slow increase the pressure of the fluid supplied by way ofi thepassage 42 to the chamber 4il at the face oi the piston 4t 0'! the application portion II', and also in the application chamber [59.

On an increase in the pressure ofthe fluid" in the chamber 41, the piston 40 is moved to the right, as viewed in. Fig, 1" of the drawings, and moves the slide valve 45 to a positionv to out ofi communication between the valve chamber 4.3 and the atmospheric passage 52, While upon tuntherrmo'vementz of. the;- piston. 40;. the end; of. the: stem 41.- thereof; operates the. supply; valve.

device Ein-t'o: opemcommunication from; thechambelt: 5.9.1pastwthe, seat rib 5]; so that. fluid under: pressure, is supplied?v from. the main reservoir 6 to: the: valve-.- chamber. 43; and. thence by. way; of the; passage: and: pipe 5.01 to the. brake cylinder 1-, to: increase the pressure: of: the fluid, inthe; brake cylinderand, in the valve, chamber: 43 substantially as; rapidlyas; the'pressure of the fluid in the; chamber that the opposite face of the piston 40; isincreasedbythe supply; of fluid: under pres, sure thereto. through: the choke H13.

Since; the choke l 03:has a limitedfiow capacity, the increase in the pressure of the fluid. in; the. chamber 44: and in the: application chamber I69 willntakeplaceslowly, and; the application of the brakes on. the; locomotive will. be. effected; slowly,-

It will be seen, therefore, that on the move-- ment of; the'handle N8; of the automatic portion 2 of the engineersbrake valve to-theemerg-ency position, at. a; time when. the. delay valve I5: is conditioned-Ito;restrict.the rate of supply, of fluid: under: pressure to: the application portion H. of. the distributing va-Lvel-, the application: of the brakes on the. locomotive will, be effected at. a.

slow rate.

On the reduction. in brake pipe; pressure at an.

emergency rate, the brake equipment. on the. carsof' a train hauled bythe locomotive; is operated to produce an emergency application of. the brakes on the cars throughout. thet-raimtothereby retard the cars. As the application of. the

brakes. on the locomotive isdelayed by, opera-- t-ion of the-delay valve t5; the locomotive will. exert forceonrthe cars to stretch out the slack in the train, and thereby prevent too-rapid run-inof. the slack. in the, train.

On a subsequent increase in the pressure ofthe fiuid-in-the brake: pipe, the brake equipment on thezcarsiof the-tr'ain'hauledbythe locomotive areoperatedto release the brakes on the cars, while, fluid. under pressure from the brake pipe flows. by: way of, the branch. pipe and: passage 24 to. the chamber 22*atv they face of the piston 20,,and on amincrease in thepressure of the fluid in the chamber 22, the piston 2i)v is moved. to the releaseposition in which the supply. of fluidunder pressurefrom the pressure chamber 31: to the chamber. H of the application portion H is cut off, and inwhiclmfluid under pressure is released from the application portion l Fluid under pressure may. be released from the chamber 4|. of the application. portion II at a rapid rate through the passage H2 and past the check valves H11 and Mt of the delay valve l5, and thence by way of the passage I06, sothat the release of the brakes on thelocomotive may be effected at a rapid rate.

Operation; on brake application by the independent brake oal vez'n its fast application position If, howeventhe locomotive is not employed to haul atrain, but is. running light, there is no reason. tov retard. the. application of the brakes on the. locomotiveto modify the slack. action in the train, and the. delay in. the application of the brakes 0n.the locomotive may make it impossible to stop. the locomotive. as quickly as is desired. The brakev equipment, provided by this invention incorporates means to permit a rapid applicati'onofthe brakes on. the locomotive to be effected, if desired; even though the delay valve is conditioned to retard the application of the brakes. The independent portion of the engineers brake valve is provided with a slow application posi- 6O valve is turned to the fast application position, a

piston of the delay valve I5 to the non-delay position, if it is not already in this position.

hen the handle I33 of the independent portion 3 of the engineers brake valve is turned, the shaft I2? is turned, thereby turning the rotary valve I24 upon its seat, while the cam element I40 secured on the shaft I2! is also turned.

As is best shown in Fig. 2 of the drawings, the cam element I49 has a cam surface formed thereon which is arranged so that upon movement of the shaft I21 and the handle I35 to the fast application position, it engages the end of the stem I38 associated with the valve I34, and moves the valve E34 against the spring i35 away from the seat ribsurrounding the passage in which the fluted stem I38 is mounted.

On movement of the valve I34 away from its seat, a relatively large communication is opened between the atmosphere and the chamber I32, to which is connected a branch of the passage 99 leading from the chamber 93 at the spring side of the piston 95 of the delay valve i5. When this communication is opened between the chamber I32 and the atmosphere, fluid under pressure is released from the passage 98 at a more rapid rate than fluid under pressure can be supplied there to through the choke I49 and passage I48 when the valve I46 of the control valve device I44 is in the position in which it is illustrated in Fig. 1 of the drawings. As a result there will be a decrease in the pressure of the fluid in the chamber 98 at the face of the piston 95, and the piston 95 will be moved upwardly to the non-delay position by the higher pressure of the fluid in the chamber 96, thereby moving the slide valve 9'! to a position in which the cavity I therein establishes a communication between the passage 92 and the passage 42 which by-passes the choke I03, and in which the cavity I33 no longer establishes communication between the passage 42 and the passage I5! leading from the application chamber E69.

When the rotary valve I24 is turned to the fast application position, a port in the seat of the rotary valve establishes communication between the independent release pipe 64 and the atmospheric passage I55, while communication is no longer established between the independent ap- .plication pipe 93 and the passage I58'leading to the port in the seat of the rotary valve ill of the automatic portion 2 of the engineers brake valve.

In addition, when the rotary valve I24 of the independent portion 3 of the engineers brake port is opened through which fluid under pressure supplied by the feed valve device 5 to the chamber I22 of the independent portion of the engineers brake valve may flow at a rapid rate to the independent application passage and pipe 90", and on the supply of fluid under pressure to this pipe, fluid flows to the chamber "I9 of the release valve device I3. On an increase in the pressure of the fluid in the chamber I9, the valve 16 is moved against the spring so that fluid flows to the chamber 82, and thence by Way of the passage 32 to the delay valve I5. As pointed outabove, at this time the piston and slide valve of the delay valve I 5 are in the non-delay position in which the cavity I65 establishes communication between the passage 92 and the passage 42, and,

as a result, fluid under pressure supplied to the passage 92 may flow at a rapid rate through a cavity I55 to the passage 42, and thence to the chamber 4| at the face of the piston 43 of the application portion I I to increase the pressure of the, fluid in this chamber at a rapid rate. On an increase in the pressure of the fluid in the chamber 4|, the piston 48 is moved to the right, as viewed in Fig. 1 of the drawings, While the application portion II operates, as described in detail above, to supply fluid under pressure to the brake cylinder "I to increase the pressure of the fluid therein, and in the valve chamber 43, substantially as rapidly as the pressure of the fluid in the chamber M at the opposite face of the piston 40 is increased.

As the application portion II supplies fluid under pressure to the brake cylinder 1 at a rapid rate, the application of the brakes on the locomotive will be effective very quickly to enable the locomotive to be stopped quickly when desired.

It will be seen that upon movement of the handle I33 of the independent portion 3 of the engineers brake valve to the fast application position, the delay valve I5 is conditioned to permit a rapid supply of fluid under pressure to the application portion I I even though the control valve device I44, which controls the delay valve 5 5, is in the position to normally cause the piston of the delay valve I5 to occupy the delay position. As a result, therefore, on movement of the handle 35 of the independent portion 3 of the engineers brake valve to the fast application position, fluid under pressure will be supplied to the application portion II at a rapid rate, and a fast application of the brakes on the locomotive will be produced, thereby permitting the locomotive to be stopped very quickly if desired.

On a subsequent movement of the handle I33 of the engineers brake valve to the release position, the cam element M6 is turned so that it no longer engages the end of the stem I38 associated with the valve I34, andthe valve I34 is moved to-the seated position by the spring I35 to cut ofi the release of fluid under pressure from the chamber I32. On movement of the valve I34 to the seated position, and on the continued supply of fluid under pressure from the main reservoir Eithrough the choke I49 and the passage I48 to the pipe 99, assuming that the handle I41 of the control valve device 544 remains in the position in which it is shown in Fig. 1 of the drawings, fluid under pressure will flow to the chamber 38 of the delay valve I5, and will increase the pressure of the fluid in this chamber to main reservoir pressure. On this increase in the pressure of the fluid in the chamber 98, the piston 35 is moved into engagement with the shoulder I OI by the spring mo, and moves the slide valve 91 to the delay position in which the cavity I65 no longer establishes communication between the passages 32 and 42, and in which the cavity I66 establishes communication between the passages 42 and I51.

In addition, on this movement of the handle I30, the rotary valve 524 is turned to a position in which the supply of fluid under pressure to the independent application passage and pipe is cut off, while the independent application passage and pipe 93 is connected to the atmospheric passage I55. In this position of the rotary valve I24, a port in the rotary valve establishes comthe chamber 33, the piston62 is moved to the left, as viewed in Fig. 1 of the drawings, so that a face thereof engagesthe sealing gasket 10 to prevent the flow of fluid-through the groove 13 to the atmospheric passage 6-1, while force is exerted throughthe piston stem 'I5 to move the valve 8t against'the spring 86 away from the seat rib 88.

On movement of the valve 84 away from its seat, fluid under pressure may flow from the chamber 82 to the chamber 19, and thence by way of. the independent application pipe and passage 99 to the atmosphere through-the port in the rotary valve "I24 of-the independent porrelease fluid under pressure from the brake cylinder 1 and thereby release the brakes on the locomotive.

On a subsequent movement of the handle I30 of the independent portion of the engineers brake valve to the running position, the rotary valve I24 is turned-to a-position in which'fluid under pressure is'no longer supplied from the chamber I22 to the independent release pipe'fi l, while the independent release pipe '64 is connected to the atmospheric passage I55 to release the fluid under pressure therein. On this release of fluid from the independent release pipe fi l, there is a reduction in the pressure of the fluid in the chamber63 of therelease valve device Is, and thepiston 62 is moved away from the sealing gasket Ill by the spring 8lloperating through the piston stem -'I5, "assisted by the spring 56, while the 'VQJVQ'TG is moved into engagement with the seat rib "I'I surrounding the passage in which the stem "I5 is mounted. On movement of the piston'62 away from the-sealing gasket "IEl, communication'is opened from the chamber'fiii through the groove 13, so that the fluid underpressure remaining in the chamber 63 may escape to the atmosphere by way of the passage 61.

In addition, upon'this movement of the piston 62, the end ofthe stem 'Iiis moved away from the valve 84, while the valve 84 is moved'to the seated position by the spring'BS to cut off the flow of fluid from the passage 92 and the chamber 82 to the chamber I9, and thence to the atmosphere by way of the independent application pipe 95].

On movement of :the valve 84 to the seated position, any fluid under pressure remaining in the chamberatl of the application portion I'I may flow from the passage "-92to the independent application pipe and passage 90 by way of a communication established in the -reducti0n chamber cut on: valve device "I2, asexplained in detail in the above identified patents.

On movement of the rotary valve I34 to the running position, a port therein establishes communication between the independent application pipe 99 and the passage I58 leading to a port in the seatof the rotary valve III of the automatic portion 2 of the engineers brake valve, while at this time the port I59 in the rotary --va1ve I-I'I establishes communication between the passage I58 and an atmospheric passage I60 so that the independent application pipe SO is connected to the atmosphere.

Operation on brake application by the independent brake valve in its slow application position The independent portion 3 of the engineers brake valve is provided with a slow application position in which the application of the brakes on the locomotive is efiected at a slow rate. "-When the handle I30 of the independent portion 3 is turned to the slow application position, the rotary valve I24 is turned to a position in which communication is established between the independent release-pipe and the atmosphere, and-in which a port in the rotary valve I24 permitsthesupply of fluid under pressure :from the chamber I22 to-a passage I73 having achoke tH'int-erposedtherein. The passage I13 communicates with the independent application passageand pipe 90, while in this position of the rotary valve 124 direct communication between the independent application passage and pipe 80 and the valve chamber I22 is cut off. On the supply of fluid under pressure fromthe chamber i22 to the-passage H3 fluid flows at a restricted rate through the-choke H4 and'thence 'to the independent application pipe 90.

On the supplyof fluid under pressure to the independent application pipe 30, fluid flows therefromby way of the release valve device I3 tothe passage -92, and thence to the delay valve #5. If the delay valve i5 isin the delay'position, fluid underpressure supplied by way-of the passage =92tflows'through'the choke I03 to the passage 4'2 and thence to'the application portion'II, while fluid supplied 'to the passage 42 flows through the cavity I66 in the 'slide valve 91 to the passage IG'Iand'to the chamber I69.

Since in the delay position of the delay valve I 5, fluid under pressure supplied'to the passage "42 flows to the application "chamber I69, as 'well as to the'chamberfll of the application rportion I I, the rate of increase in the pressure of the fluid =in'thechamber- II will not be as rapid as when the vpistonof the delay valve I5 is in the nonedelay :position, at which time communication between the passage 42 and the application chamber I 69 is cut off.

However, the slow application position of the independent portion of the engineers brake valve'is intended to be employed only when a slowapplication ofthe :brakes on the locomotive is desired, and the delay in the application of the brakes on the locomotive produced by'the delay valve "I5'is not objectionable, and may be advantageous, particularlysince a rapid application of the-brakes 'on the locomotive may be :secured at any time by movement of the handle of the independent portion of the engineers brake valve to the Ifast application position.

Accordingly,'the cam I48 associated with the shaft -I2l of the independent portion 3 of the engineers brake valve is arranged so that on movement of the handle I39 to the slow application position, the cam will not engage the end of the stem I 38 of the valve I34 to cause this valve to be moved to the open position to release fluid under pressure from the chamber I32, and

thus from the chamber 98 in the delay valve I5. Accordingly, the piston of the delay valve I5 will remain in the delay position, if the control valve device I44 is conditioned to supply fluid under pressure to the pipe 99 leading to the chamber 98 of the delay valve.

On a subsequent movement of the handle I30 of the independent portion 3 to the release position, and thereafter to a running position, fluid under pressure is released from the independent application pipe 90, and thereby from the application portion I I, substantially as described in detail above.

Operation on a fast application when the delay valve is in the non-delay, position When the handle I 4! of the control valve device I44 is turned in a clockwise direction one quarter of a turn from the position in which it is shown in Fig. l of the drawings, the valve I46 is turned to a position in which communication between the passage I48 and port I50 is cut off, while the port I50 is connected to the atmospheric passage I5I with the result that the supply of fluid under pressure to the pipe and passage 99 is cut off, while fluid under pressure is released therefrom. As a result of the release of fluid under pressure from the passage and pipe 99, there is a reduction in the pressure of the fluid in the chamber 98, and the piston 95 is moved against the spring I00 by the higher pressure of the fluid in the chamber 96, with the result that the slide valve 91 is moved to the non-delay position in which the cavity I65 therein establishes communication between the passage 92 and the passage 42, by-passing the choke I03, and'in which the cavity I66 in the slide valve 9'! no longer establishes communication between the passage 42 and the passage I61 leading to the application chamber I69.

When the slide valve 91 of the delay valve I5 is in the non-delay position, fluid under pressure may be supplied by the equalizing portion I0 of the distributing valve I to the application portion II at'a rapid rate on movement of the piston of the equalizing portion to the application position. Similarly, on operation of the independent portion of the engineers brake valve to supply fluid under pressure to the independent application pipe 90, fluid under pressure may flow at a rapid rate to the application portion II.

On movement of the handle I30 of the independent portion 3 to the fast application position, the cam I40 will move the valve I 34 away from its seat to open communication between the chamber I 32 and the atmosphere. As no fluid under pressure is present in the chamber I32 at this time, the opening of the valve I34 is with out effect, since the piston of the delay valve I5 is already in the non-delay position. a

It will be seen that the brake equipment pro vided by this invention provides means to permit a rapid application of the brakes on a locomotive, even though the delay valve associated with the brake equipment is conditioned to retard the rate of application of the locomotive brakes.

It will be seen also that the'brake equipment provided by this invention incorporates means automatically operable on movement of the independent portion of the engineers brake valve to the fast application position, to effect movement of the piston of the delay valve to the non-delay position, if it is not already in this position, and permit a rapid application of the brakes on the locomotive. movement of the independent portion of the engineers brake valve from the fast application position to the release position, the piston of the delay valve is again returned to the delay position, if it occupied this position before the independent portion was moved to the fast application position.

While one embodiment of the improved fluid pressure brake equipment for a locomotive has been illustrated and described in detail, it is to be understood that the invention is not limited to these details of construction, and that numerous changes and modifications may be made without departing from the scope of the following claims.

Having now described my invention, what I claim as new and desire to secure by Letters Patent is:

1. In a vehicle fluid pressure brake equipment, in combination, application means operative on an'increase in fluid pressure in an application chamber for efiecting an application of the brakes, valve means for supplying fluid to said application chamber, a delay valve controlling the rate of increase in fluid pressure in said chamber on the supply of fluid thereto by said valve means, manual means for controlling said delay valve, and means associated with said valve means for also controlling said delay valve irrespective of operation of said manual means.

2. In a vehicle fluid pressure brake equipment, in combination, application means operative on an increase in fluid pressure in an application chamber for eifecting an application of the brakes, valve means for supplying fluid to said application chamber, a delay valve subject to the pressure of the fluid in an operating chamber for controlling the rate of increase in fluid pres-- sure in said application chamber on the supply of fluid thereto by said valve means, a valve device for controlling the pressure of the fluid in said operating chamber, and means associated with said valve means for also controlling pressure of the fluid in said operating chamber irrespective of operation of said valve device.

3. In a vehicle fluid pressure brake equipment, in combination, application means operative on an increase in fluid pressure in a chamber to effect an application of the brakes, valve means for supplying fluid to a communication through which fluid may be supplied to said chamber, said valve means having a slow application position in which fluid is supplied to said communication at one rate and having a fast application position in which fluid is supplied to said communication at a more rapid rate, a valve device controlling the rate of increase in the pressure of the fluid in said chamber on the supply of fluid thereto through said communication, and means operable only on movement on said valve means to the fast application position to control said valve device.

4. In a vehicle fluid pressure brake equipment, in combination, application means operative on an increase in fluid pressure in an application chamber to effect an application of the brakes, valve means for supplying fluid to a communication through which fluid may be supplied to said application chamber, said valve means having a slow application position inwhich fluid is sup- It will be seen further that upon 'the rateof increase in the pressure of the fluidin said application chamber onthe supply of fluid thereto through said communication, and means operable onl-y on-movement of said valvemeans to the :fast application position for varying the pressure of the fluid in said operating chamber.

5. In a vehicle fluid pressure brakeequipment, in combination, application means operative on an increase in fluid pressure in a chamber to effect an application'of :the brakes, valve means for supplying rfluid-to a communication through which fluid may-be supplied-Ito said chamber, said valve means having a plurality of application positions and includinga position in whichit supplies fluid to said communication at one rate and a position in whichit supplies fluidto said communication at a different rate, a valve device controlling the rate of increase in the pressure of the=fluid in saidchamberonYthe supply of fluid thereto through said communication, and means operable only onmovement of said valve means to aipredeterminedioneaof its application positions to' control said valve device.

-6. Inavehicle fluid'pressure brake equipment, in combination, application means operative on an increase in fluid pressure in an application chamber "to-effect anapplication of the brakes, valve means for supplyingfluid to a communication through which'fluidmaybe supplied to said application chamber, :said valve means having a plurality of: application positions and including a position in which it-supplies fluid to said communication atone rate and a position in which it supplies fluid to said communication at one rate and a ,IJOSltiOn'ill which it supplies fluid to said communication at aa differentrate, a delay valve responsive to the pressure of the fluid in an opersureof the -fluid in a chamber for controllingthe rateof flow-of fluid through a communication through-which flui'd niay'be supplied tosaid application means, a valve devicefor controlling the pressure of the-fluidin-said'chamber, and valve means for supplying-fluid under pressure to said communication andifor also controllingthe'pressure of the fluid=in-saidchamben 8. In a fluid pressure brake equipment, in combination, application meansoperative on an increase in fluid pressure to efiect an application of the brakes, valve means for supplying fluid to a communication through which fluid may be supplied to said application means, a delay valve subject to the pressure of the fluid in a chamber and controlling the rate of flow of fluid through said communication, and a control valve devicefor controlling'the pressure of thefluid in said chamber, the pressure of the fluid in said chamber being also controlled by said valve means.

9. In a fluidpressure brake equipment, in combination, application means operative on an increase-in fluid pressure to efiect an application of the brakes, a delay valve subject to and operated on an increase in the pressure of the fluid in a chamber to restrict the rate of flow of fluid through a communication through which fluid may-be supplied to said application means, a valve device operative to release fluid from said chamber or to supply fluid thereto at a predetermined rate, and valve means for supplying fluid to said communication :and for also controlling a communication throughwhich fluid may be released from saidchamber ata rate more rapid than predetermined 'rate.

,10. In a fluid pressure brake equipment, in combination, application means operative on an increase in fluid pressure to effect an application of the brakes, a delay valve subject to the pressure of the fluid in a chamber for controlling the rate of flow of fluid through a communication through which fluid-maybe supplied to said application means, a :Valve device for controlling the pressure of the fluid in said chamber, valve plication position to .control the pressure of the fluid in said chamber.

;1-l.. :In a fluid pressure brake equipment, in combination, application means operative on an increasein fluid pressure to effect an application of the brakesga-delay valve subject to the pressure-of the fluid in a chamber for controlling the :rate of flow/of fluid through a communication through which fluid maybe supplied to said ap plication means, a valve device for releasing fluid from or for :supplying fluid to said chamber,

valve-means having a slow application position in which it supplies fluid to said communication .at-one rate and havinga fast application position in which it supplies fluid to said communication fluid may be released from said chamber at a rate/more rapid than said predetermined rate.

12. Ina fluid pressure brake equipment for a locomotive, in combination, application means opcrativeon an increase in fluid pressure in an application chamber for effecting the application of the \brakeson the locomotive, an independent brake valve for supplying fluid under pressure to said application chamber, a delay valve device operable by variations in fluid pressure for controlling the rate at which the pressure of the fluid in the application chamber is increased by fluid supplied by'said independent brake valve, said delay valve being operable in one-position to permit the pressure of the fluid inthe application chamber to be increased at one rate and being operable in another position cation chamber to be increased at a more rapid rate, said independent brakevalve being operable to effect a. variation in fluid pressure on said delay .valve device to eflfect movement thereof to the'position to permit the fluid in the application chamber to be increased at the rapid rate.

-l3. In a fluid pressure brake equipment for a locomotive, in combination, application means operative on an increase in fluid pressure in an application chamber for-effecting the application of the brakes on the locomotive, an independent brake valve for supplying fluid under pressure to said application chamber, a delay valve device operable by variations in fluid pressure for controlling the rate at which the pressure of the fluid in the application chamber is increased by fluid supplied by said independent brake valve, said delay valve being operable in one position to permit the pressure of the fluid in the application chamber to be increased at one rate and being operable in another position to permit the pressure of the fluid in the application chamber to be increased at a more rapid rate, and means operable by said independent brake valve to efiect a variation in fluid pressure on said delay valve device to effect movement thereof to the position to permit the fluid in the application chamber to be increased at the rapid rate. r

14. In a fluid pressure brake equipment for a locomotive, a brake cylinder, application means operative on an increase in fluid pressure to supply fluid under pressure to the brake cylinder, an independent brake valve for supplying fluid under pressure to a communication through which fluid under pressure may be supplied to said application means, said communication. having a restriction therein, the independent brake valve having a slow application position in which it supplies fluid to said communication at a slow rate and having a fast application position in which it supplies fluid to said communication at a rapid rate, a delay valve subject to and operated on a reduction in the pressure of the fluid in an operating chamber to establish a by-pass passage extending around the restriction in said communication, a control valve for supplying fluid to said operating chamber, and means operable in the fast application position of said independent brake valve for releasing fluid under pressure from said operating chamber.

15. In a vehicle fluid pressure brake equipment, in combination, application means operative upon an increase in fluid pressure in an application chamber for effecting an application of the brakes, valve means movable to an application position for supplying fluid to said application chamber, a delay valve device for controlling the rate at which fluid is supplied to said application chamber by said valve means, said delay valve device having a slow application position in which fluid under pressure is supplied to the application chamber at one rate and a fast application position in which fluid under pressure is supplied to the application chamber at a more rapid rate, a control device for effecting the operation of said delay valve device, said control device being movable to a delay position in which it effects movement of the delay valve device to its slow application position, and means operative by said valve means on movement thereof to its application position to effect the movement of the delay valve device to the fast application position regardless of the position of the control device.

16. In a vehicle fluid pressure brake equipment, in combination, application means operative on an increase in fluid pressure in an application chamber for effecting an application of the brakes, valve means movable to either of a plurality of application positions for supplying fluid under pressure to said application chamber at either one of a plurality of different rates, a delay valve device for controlling the rate at which fluid is supplied to said application chamber bysaid valve means, said delay valve device having a slow application position in which fluid is supplied to the application chamber at one rate and a fast application position in which the pressure of the fluid in the application chamber may be increased at a more rapid rate, a control device for efiecting operation of the delay valve device, said control device being movable to a delay position in which it effects movement of the delay valve device to its slow application position, and means operative by said valve means on movement thereof to at least one of its application positions to condition the delay valve device to occupy the fast application position regardless of the position of the control device.

17. In. a vehicle fluid pressure brake equipment, in combination, application means operative on an increase in fluid pressure in an application chamber for effecting an application of the brakes, valve means for supplying fluid to said application chamber, said valve means being movable to either one of a plurality of application positions to supply fluid to the application chamber at either one of a plurality of different rates, a delay valve device responsive to the pressure of the fluid in an operating chamber for controlling the rate at which fluid is supplied to said application chamber by said valve means, said delay valve device being operative in response to one pressure condition in said operating chamber to occupy a fast application position in which fluid is supplied to the application chamber at one rate, and being operative in response to another pressure condition in said operating chamber to occupy a delay position in which fluid may only be supplied to said application chamber at a less rapid rate, a control valve for varying the pressure of the fluid in said operating chamber, and means operative by said valve means on movement thereof to at least one of its application positions for producing said one pressure condition in said operating chamber regardless of operation of the control valve.

18. In a vehicle fluid pressure brake equipment, in combination, application means operative on an increase in fluid pressure in an application chamber for effecting an application of the brakes, valve means for supplying fluid to said application chamber, said valve means being movable to either one of a plurality of application positions to supply fluid to the application chamber at either one of a plurality of different rates, a delay valve device responsive to the pressure of the fluid in an operating chamber for controlling the rate at which fluid is supplied to said application chamber by said valve means, said delay valve device being operative in response to a predetermined reduction in the pressure of the fluid in said operating chamber to occupy a fast application position in which fluid is supplied to the application chamber at one rate and being operative in response to a predetermined increase in the pressure of the fluid in said operating chamber to occupy a slow application position in which fluid may only be supplied to said application chamber at a less rapid rate, a control valve for supplying and releasing fluid under pressure to and from said operating chamber, and means operative by said valve means on movement thereof to at least one of its application positions for effecting said predetermined reduction in the pressure of the fluid in said operating chamber regardless of the supply of fluid to said operating chamber by said control valve.

19. In a vehicle fluid pressure brake equipmerit, in combination, application means operative on an increase in fluid pressure in an application chamber for effecting an application of the brakes, valve means for supplying fluid to said application chamber, said valve means being movable to either one of a plurality of application positions to supply fluid to the application chamber at either one of a plurality of different rates, a delay valve device responsive to the pressure of the fluid in an operating chamber for controlling the rate at which fluid is supplied to said application chamber by said valve means, said delay valve device being operative in response to av predetermined reduction in the pressure of the fluid in said operating chamber to occupy a fast application position in which fluid is supplied to the application chamber at one rate and being operative in response to a predetermined increase in the pressure of the fluid in said operating chamber to occupy a slow application position in which fluid may only be supplied to said application chamber at a less rapid rate, a control valve for supplying fluid under pressure to said operating chamber at a predetermined rate and for also releasing fluid under pressure from said-operating chamber, and means operative by said valve means on movement thereof to at least one of its application positions for releasing fluid from said operating chamber at a rate more rapid than said predetermined rate to thereby cause the delay valve device to occupy its fast application position regardless of the supply of fluid to the operating 15 chamber by said control valve.

ELLIS E. HEWITT. 

